Gearbox for a vehicle and vehicle, comprising such a gearbox

ABSTRACT

A gearbox comprising a planetary gearbox with a ring gear, a sun wheel and a planetary wheel carrier, on which at least one planetary wheel is rotatably mounted, which ring gear and sun wheel engage with the at least one planetary wheel; and a first axially shiftable coupling sleeve, which in a first gear position disconnects an input shaft from the planetary wheel carrier, and in a second gear position disconnects the input shaft with the planetary wheel carrier. A second axially shiftable coupling sleeve arranged to connect a gearbox house with the ring gear in the first gear position, and to disconnect the gearbox house from the ring gear in the second gear position. A third axially shiftable coupling sleeve arranged to connect the ring gear with an output shaft in a third gear position, wherein the second axially shiftable coupling sleeve arranged to connect the planetary wheel carrier with the gearbox house in the third gear position.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is a national stage application (filed under 35 §U.S.C.371) of PCT/SE2015/050526, filed May 12, 2015 of the same title, which,in turn claims priority to Swedish Application No. 1450626-5, filed May27, 2014, of the same title; the contents of each of which are herebyincorporated by reference.

FIELD OF THE INVENTION

The present invention relates to a gearbox for vehicles and a vehiclecomprising same.

BACKGROUND OF THE INVENTION

For vehicles, and in particular heavy goods vehicles such as trucks, agearbox, also called a range gearbox, is often connected to the maingearbox with the objective of doubling the number of potential gearings.Such an additional gearbox usually comprises a planetary gear, which hasa low and a high gear, with which the gear possibilities of the maingearbox may be divided into a low range position and a high rangeposition. In the low range position, a gear reduction occurs through theplanetary gear, and in the high range position the gear ratio is 1:1 inthe planetary gear.

The range gearbox is arranged between the main gearbox and a propellershaft connected to the driving wheels of the vehicle. The range gearboxis housed in a gearbox housing and comprises an input shaft connected tothe main gearbox, an output shaft and a planetary gear arranged betweenthe input shaft and the output shaft. The planetary gear usuallycomprises three components, which are arranged in a rotatable manner inrelation to each other, namely a sun wheel, a planetary wheel carrierwith a planetary wheel and a ring gear. With knowledge about the numberof teeth in the sun wheel and the ring gear, the mutual rotationalspeeds of the three components may be determined during operation. In arange gearbox, the sun wheel may be connected in a twist-fast mannerwith the input shaft, with a number of planetary wheels that engage withsaid sun wheel, which planetary wheels are mounted in a rotatable manneron the planetary wheel carrier, which is connected in a twist-fastmanner with the output shaft, and with an axially shiftable ring gear,which envelops and engages with the planetary wheels. The teeth of thesun wheel, the planetary wheels and the ring gear may be oblique, i.e.they have an angle in relation to the rotational axis common to the sunwheel, the planetary wheel carrier and the ring gear. By cutting theteeth obliquely, the noise emitted from the planetary gear is reduced.However, a reaction force in the direction of the rotational axis isobtained from the cogwheels comprised in the planetary gear. Thedirection of the reaction force is dependent on the direction in whichthe cogwheels in the planetary gear are obliquely cut. Thus, thereaction forces may operate backwards or forwards along the extension ofthe rotational axis.

In a prior art range gearbox, low and high gears are achieved by axialsliding of the ring gear between the low range position, in which thering gear is rotation-locked in relation to the gearbox housing, and thehigh range position, in which the ring gear is rotatable in relation tothe gearbox housing, and where the ring gear, the planetary wheels andthe sun wheel rotate as one continuous unit. The planetary gearcomprises two coupling rings arranged on each side of the ring gear, andtwo synchronisation rings arranged on each side of the ring gear. Thesynchronisation rings are adapted to achieve synchronous gear shifting.

In order to achieve a good synchronising function in this type of rangegearbox, the surface of the synchronisation ring's teeth, which facesthe ring gear and which is intended to receive the ring gear's teeth onsynchronisation, must have an angle—a so-called locking angle—inrelation to the synchronisation ring's rotational axis, which lockingangle must be balanced against the braking torque that thesynchronisation ring transfers to the ring gear, in order to achieve asynchronous rotational speed. This means that said locking angle must beadapted so that the teeth on the synchronisation ring abut against thoseparts of the ring gears' teeth that are equipped with a locking angle,and so that they impact sufficiently on the ring gear in order for asynchronous rotational speed to be achieved, and so that they,subsequently, are released from those parts of the ring gear's teeththat are equipped with the locking angle, which happens when the ringgear is to engage with the relevant coupling ring, after the synchronousrotational speed has been achieved. In order to secure that asynchronous rotational speed is obtained before the ring gear goes pastthe synchronisation ring in an axial direction, the teeth of thesynchronisation ring must not let go of the ring gear's teeth tooeasily.

After the synchronisation ring's teeth have been released from the ringgear's teeth, when a synchronous rotational speed has been achievedbetween the ring gear and the coupling ring, the ring gear will beshifted axially, so that the synchronisation ring is inserted in thering gear and remains in an axial position in relation to the ring gear,which axial position is determined by the position where thesynchronisation ring meets and abuts against the planetary wheels of theplanetary gear.

The ring gear's freedom of movement in an axial direction is limited bythe geometrical design of the teeth of the ring gear and the couplingring. At the ring gear's axial ends, end surfaces at the tips of thering gear's teeth meet and abut a circumferential end surface of eachcoupling ring, which entails that the ring gear may not be shifted in anaxial direction.

The document WO0155620 shows a synchronisation device at a planetarygear, wherein the planetary gear comprises a sun wheel, a planetarywheel carrier and a ring gear. The sun wheel is connected in atwist-fast manner with the input shaft, and a number of planetary wheelsengage with the sun wheel, which planetary wheels are rotatably mountedon a planetary wheel carrier, connected in a twist-fast manner with anoutput shaft. An axially shiftable ring gear envelops and engages withthe planetary wheels. The low and high gears of the gearbox are obtainedby the ring gear being shifted axially between the low range positionand the high range position.

These synchronisation devices are, however, subjected to wear and resultin considerable costs of repair. If the range gearbox transfers largetorques, the synchronisation devices will have considerable dimensions,entailing increased weight, increased space requirement and increasedmoment of inertia. When the high range position is connected, the torquewill be transferred from the sun wheel to the planetary wheels,entailing that facets may form on the cog flanks of the sun wheel, whichcreates noise in the gearbox and accelerates wear of the planetarygear's cogwheels.

There are range gearboxes, in which the synchronisation devices arereplaced with splined coupling sleeves. By controlling the transmissionin such a way that a synchronous rotational speed arises between the twocomponents that are to be connected, an axial shift of the couplingsleeve is facilitated along the two components, with the objective ofconnecting and interconnecting these. When the components are to bedisconnected from each other, the transmission is controlled in such away that torque balance arises between the components, meaning that thecoupling sleeve does not transfer any torque. It then becomes possibleto displace the coupling sleeve along the components with the objectiveof disconnecting them from each other.

Torque balance relates to a state where a torque acts on an internalring gear arranged in the planetary gear, representing the product ofthe torque acting on the planetary wheel carrier of the planetary gearand the gear ratio of the planetary gear, while simultaneously a torqueacts on the planetary gear's sun wheel, representing the product of thetorque acting on the planetary wheel carrier and (1—the planetary gear'sgear ratio). In the event two of the planetary gear's component parts,i.e. the sun wheel, the internal ring gear or planetary wheel carriers,are connected with a clutch device, this clutch device does not transferany torque between the planetary gear's parts when torque balanceprevails. Accordingly, the clutch device may easily be shifted and theplanetary gear's component parts may be disconnected.

The document U.S. Pat. No. 6,196,944 shows a planetary gearbox,comprising a sun wheel, a planetary wheel carrier with planetary wheelsand a ring gear. The sun wheel may, via a coupling sleeve, be connectedin a twist-fast manner with the input shaft in a low range position, andbe disconnected from the input shaft in a high range position. In thehigh range position, the input shaft is connected with the planetarywheel carrier via the same coupling sleeve. The ring gear is fixedlyconnected with a gearbox house. The prior art planetary gear is arrangedinside a supplemental gearbox, which has only two gear positions.

The reverse gear in a transmission of a vehicle is often placed in themain gearbox, which then comprises a cogwheel, which is connected whenthe vehicle has to reverse. The cogwheel, which is intended for thereverse gear, entails an extension of the main gearbox and an undesiredweight increase of the vehicle. The cogwheel rotates in the oppositedirection to other cogwheels in the main gearbox, which entails losses.Said cogwheel intended for the reverse gear often has a tendency toinduce unwanted rattle in the transmission, arising from an intermediatecogwheel, arranged between a countershaft and the main shaft in the maingearbox.

Prior art gearboxes must often be completely dismantled when a componentis replaced, which means that it takes a lot of time and that it iscostly to repair the gearbox.

BRIEF SUMMARY OF THE INVENTION

Despite prior art solutions, there is a need to further develop agearbox with short shift times, wherein the reliability and operationalsecurity of the transmission is high, and wherein all component parts ofthe transmission are used efficiently, so that low energy is requiredwhen shifting gears. There is also a need to further develop a gearboxwith small dimensions in relation to potential torque transmission, anda gearbox with low axial forces acting on the main shaft's axialbearings in the main gearbox. There is also a desire to reduce fuelconsumption in a vehicle comprising the gearbox, and to reduce noisefrom the gearbox, and a need to further develop a gearbox that is easyto repair. There is also a need to further develop a gearbox, whicheliminates the disadvantages with a reverse gear in the transmission'smain gearbox.

The objective of the present invention is to provide a gearbox, whicheliminates the disadvantages of a reverse gear in the transmission'smain gearbox.

Another objective of the present invention is to provide a gearbox,which allows short shifting times.

Another objective of the present invention is a gearbox allowing forhigh reliability and operational security of the gearbox.

Another objective of the invention is to provide a gearbox, which usesall component parts in the transmission efficiently.

Another objective of the invention is to provide a gearbox having smalldimensions in relation to possible torque transmission.

Another objective of the invention is to provide a gearbox that reducesfuel consumption in a vehicle comprising the gearbox.

Another objective of the present invention is to provide a gearbox thatrequires low energy on shifting.

Another objective of the invention is to provide a gearbox that has alow noise level.

Another objective of the invention is to provide a gearbox that is easyto repair.

Another objective of the invention is to provide a gearbox with lowaxial forces acting on the axial bearings of the gearbox.

The third axially shiftable coupling sleeve, which is arranged toconnect the ring gear with the output shaft in a third gear position,means that a reverse gear is obtained in the range gearbox. Such areverse gear entails an increased efficiency with lower losses. Thethird gear position may easily be connected by controlling the thirdaxially shiftable coupling sleeve towards the third gear position, whichcorresponds to the reverse gear. When the gearbox according to theinvention is arranged in the transmission of a vehicle, the traditionalreverse gear in the main gearbox may be omitted, which accordingly savesweight, space and fuel. The main shaft in the main gearbox may bedesigned with a shorter length if the cogwheel for the reverse gear isomitted. Accordingly, the main shaft will have a lesser deflection whentorque is absorbed, which means that the gear mesh between the cogwheelsin the main gearbox and in the range gearbox are not displaced, and thatthe life of the bearings is extended. Since the reverse gear is moved tothe range gearbox, the number of reverse gears in the transmission mayincrease. The number of reverse gears will therefore coincide with thenumber of gears in the main gearbox.

Since the first axially shiftable coupling sleeve transmits torque fromthe input shaft to the planetary wheel carrier and further to the outputshaft in the second gear position, and since the second axiallyshiftable coupling sleeve locks the ring gear with the gearbox house, sothat torque is transmitted from the input shaft via the ring gear andthe planetary wheel carrier to the output shaft in the first gearposition, an efficient gearbox with a high efficiency and low losses isobtained. The gearbox will have a reduced need for lubrication whilefacet damage in the cogwheel flanks is minimised.

The axial stroke of each respective coupling sleeve becomes shorter,compared to the stroke of the ring gear in a traditional range gearbox,which entails that shifting between different gears is quick.

The first and the second coupling sleeve may be adapted with a limitedlongitudinal extension, which means that the mass of each respectivecoupling sleeve is low. The low mass of each coupling sleeve entailsthat shifting between different gears is quick.

According to one embodiment of the invention, the third axiallyshiftable coupling sleeve is arranged to connect the planetary wheelcarrier with the output shaft in the first and the second gear position.The third coupling sleeve will thus not give rise to inertia forces inthe gearbox.

According to another embodiment of the invention, the gearbox comprisesan axial stop, mounted on the planetary wheel carrier, which abutsagainst and is connected with the ring gear, which axial stop preventsthe ring gear from being shifted axially. Thus, the ring gear's axialposition will be fixed, and the planetary gearbox's cogwheels may beequipped with either spur or helical gears.

According to one embodiment of the invention, the second axiallyshiftable coupling sleeve is only connected with the gear house in thesecond gear position. The second coupling sleeve will thus not give riseto inertia forces in the gearbox.

According to one embodiment of the invention, the input shaft isconnected with the sun wheel, and the planetary wheel carrier isconnected with an output shaft in the gearbox. Thus, the gearbox has asimple construction, with few components.

According to one embodiment of the invention, the input shaft isconnected with the sun wheel via a splines joint having an axialextension, which allows for an angular shift between the input shaft andthe shaft of the sun wheel. During operation, the main shaft in the maingearbox will be bent under certain operating conditions. Thanks to theallowed angular shift in the splines joint, the sun wheel will not beimpacted by the bend in the main shaft, which reduces the stress on thesun wheel's teeth. Since the input shaft is connected with the sun wheelvia a splines joint, the planetary gearbox may be fitted and dismantledon the input shaft in one piece. Accordingly, repair costs may bereduced, since the time required for repairs is reduced.

According to one embodiment, the second coupling sleeve is arranged toconnect the planetary wheel carrier with the gearbox house in a parkingposition. The third coupling sleeve is arranged to connect the planetarywheel carrier with the output shaft in the parking position. The firstcoupling sleeve is arranged to disconnect the planetary wheel carrierfrom the input shaft in the parking position.

According to one embodiment of the invention, the first axiallyshiftable coupling sleeve is equipped with first splines on an innersurface, which splines are arranged to interact with corresponding firstsplines arranged on the input shaft and the planetary wheel carrier. Asimple and effective connection and disconnection of the input shaft andthe planetary wheel carrier is thus obtained.

According to one embodiment of the invention, the second axiallyshiftable coupling sleeve is equipped with second splines on an innersurface, which splines are arranged to interact with correspondingsecond splines arranged on the ring gear and on the gearbox house. Asimple and effective connection and disconnection of the ring gear andthe gearbox house is thus obtained.

According to one embodiment of the invention, the number of splines onthe first sleeve differs from the number of teeth on the ring gear.Thus, a large number of determined locked positions between the secondcoupling sleeve and the ring gear is obtained, which entails that alarge number of facets may be formed on the cogwheels' tooth flanks. Thefacets will, however, lie close to each other, so that they together areperceived as a mainly even surface of the tooth flanks. The optimalnumber of splines may be calculated, in order to obtain as many facetsas possible. However, according to the invention, the planetary wheels'cog flanks will not be subjected to large stresses in the second gearposition. Accordingly, the risk of facets forming is minimised.

According to one embodiment of the invention, the ring gear's, the sunwheel's and at least one planetary wheel's cogwheels are adapted asoblique cogs, and extend at an angle in relation to the central shaft ofthe respective wheels. Thus, a gearbox with a large torque transmissionand a low noise level is obtained.

Other advantages of the invention are set out in the detaileddescription below.

BRIEF DESCRIPTION OF THE DRAWINGS

Below is a description, as an example, of preferred embodiments of theinvention with reference to the enclosed drawings, in which:

FIG. 1 shows a side view of a vehicle with a gearbox according to thepresent invention,

FIG. 2 shows a schematic section view of the gearbox according to theinvention in a low range position,

FIG. 3 shows a schematic section view of the gearbox according to theinvention in a high range position,

FIG. 4 shows a schematic section view of the gearbox according to theinvention in a third gear position, and

FIG. 5 shows a schematic section view of the gearbox according to theinvention in a parking position.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows a side view of a vehicle 1, e.g. a truck, which comprises agearbox 2 according to the present invention. The gearbox 2 is comprisedin a transmission 3, which comprises a combustion engine 4, a maingearbox 6 and a propeller shaft 10. The combustion engine 4 is connectedto a main gearbox 6, which in turn is connected to the gearbox 2according to the present invention. The gearbox 2 is also connected tothe driving wheels 8 of the vehicle 1, via the propeller shaft 10. Thegearbox 2 according to the present invention is also called a rangegearbox, and its objective is to double the number of gearingpossibilities. The gearbox 2 is surrounded by a gearbox housing 12.

FIG. 2 shows a schematic sectional view of a gearbox 2 according to thepresent invention. The gearbox 2 usually comprises a planetary gear 14,which has a low and a high gear, with which the gearing possibilities ofthe main gearbox 6 may be divided into a low range position and a highrange position. In a first gear position, which corresponds to the lowrange position, a down-shift occurs via the planetary gear 14. In thehigh range position, the gearing ratio is 1:1 in the planetary gear 14.FIG. 2 shows the gearbox 2 in the first gear position, corresponding tothe low gear or the low range position.

The gearbox 2 is housed in a gearbox housing 12 and comprises an inputshaft 16, which may consist of a main shaft 26 in the main gearbox 6.The planetary gear 14 comprises three main components, which arearranged in a rotatable manner in relation to each other, namely a sunwheel 18, a planetary wheel carrier 20 and a ring gear 22. On theplanetary wheel carrier 20, a number of mounted planetary wheels 24 arearranged. With knowledge about the number of teeth 32 in the sun wheel18 and the ring gear 22, the relative rotational speeds of the threecomponents may be determined during operation. The sun wheel 18 isconnected in a twist-fast manner with the input shaft 16. The planetarywheels 24 engage in said sun wheel 18. The ring gear 22 envelops andengages in the planetary wheels 24. The teeth 32 of the sun wheel 18,the planetary wheels 24 and the ring gear 22 may be oblique, i.e. theymay have an angle in relation to the rotational axis 30, common to thesun wheel 18, the planetary wheel carrier 20 and the ring gear 22. Bycutting the teeth 32 obliquely, a reaction force in the direction of therotational axis 30 is obtained from the cogwheels 18, 22, 24 comprisedin the planetary gear 14. The direction of the reaction force isdependent on in which direction the teeth 32 in the planetary gear 14are cut obliquely. Thus, the reaction forces may operate backwards orforwards along the extension of the rotational axis 30.

The input shaft 16 is preferably connected with the sun wheel 18 via asplines joint 34 having an axial extension, allowing for an angularshift between the input shaft 16 and the shaft 38 of the sun wheel 18.During operation, the main shaft 26 of the main gear box 6 will, becauseof its elasticity and damping characteristics, bend under certainoperating conditions and considerable stress. When the stress on themain shaft 26 drops, the main shaft 26 will revert to its originalshape. The input shaft 16 is equipped, at its end, with a sleeve 36,which interacts internally with the circumference of a section of theshaft 38 of the sun wheel 18, via the splines joint 34. Thanks to theallowed angular shift in the splines joint 34, the sun wheel 18 will notbe impacted by the bend in the main shaft 26, which reduces the stresson the teeth 32 of the sun wheel 18. The splines joint 34 entails thatthe planetary gear 14 may be fitted and dismantled on the input shaft 16in one piece. Accordingly, repair costs may be reduced, since the timerequired for repairs is reduced.

A first axially shiftable coupling sleeve 40 is arranged to disconnectan input shaft 16 to the gearbox 2 from the planetary wheel carrier 20in the first gear position, and is arranged to connect the input shaft16 with the planetary wheel carrier 20 in the second gear position. Asecond axially shiftable coupling sleeve 42 is arranged to connect thegearbox house 12 surrounding the planetary gear 14 with the ring gear 22in the first gear position, and is arranged to disconnect the gearboxhouse 12 from the ring gear 22 in the second gear position,. A thirdaxially shiftable coupling sleeve 43 is arranged to connect the ringgear 22 with an output shaft 28 from the gearbox 2 in a third gearposition. The output shaft 28 is connected to the propeller shaft 10 ofthe vehicle 1. In the third gear position, which corresponds to areverse gear, the first axially shiftable coupling sleeve 40 is arrangedto disconnect the input shaft 16 from the planetary wheel carrier 20,and the second axially shiftable coupling sleeve 42 is arranged toconnect the planetary wheel carrier 20 with the gearbox house 12. In thefirst and the second gear position, the third axially shiftable couplingsleeve 43 is arranged to connect the planetary wheel carrier 20 with theoutput shaft 28.

The first axially shiftable coupling sleeve 40 is equipped with firstsplines 44 on an inner surface, which splines are arranged to interactwith corresponding splines 44, arranged on the input shaft 16 and theplanetary wheel carrier 20. The corresponding first splines 44 arrangedon the input shaft 16, are arranged on the periphery of a first rim 46,which is fitted in a twist-fast manner on the input shaft 16. Thecorresponding first splines arranged on the planetary wheel carrier 20,are arranged on the periphery of a second rim 48, which is fitted in atwist-fast manner on the planetary wheel carrier 20.

The number of first splines 44 on the first axially shiftable couplingsleeve 40 and on the input shaft 16 preferably exceeds the number ofteeth 32 on the ring gear 22. Thus, a large number of determined lockedpositions between the first coupling sleeve 40 and the ring gear 22 isobtained, which entails that a large number of facets may be formed onthe tooth flanks 32 of the cogwheels 18, 22, 24. The facets will,however, lie close to each other, so that they together are perceived asa mainly even surface of the teeth 32. The facets therefore do notimpact the function of the gearbox 2 and have no significant impact onthe service life of the cogwheels 18, 22, 24.

The second axially shiftable coupling sleeve 42 is equipped with secondsplines 50 on an inner surface, which splines are arranged to interactwith corresponding second splines 50, arranged on the periphery of thering gear 22, and on a protrusion 52, which is fixedly connected withthe gearbox house 12.

The third axially shiftable coupling sleeve is equipped with thirdsplines 51 on an inner surface, which splines are arranged to interactwith corresponding third splines 51, arranged on the ring gear 22, theplanetary wheel carrier 20 and the output shaft 28. The correspondingthird splines 51, arranged on the planetary wheel carrier 20, arearranged on the periphery of a third rim 49, which is fitted in atwist-fast manner on the planetary wheel carrier 20. The correspondingthird splines 51, arranged on the output shaft 28, are arranged on theperiphery of a fourth rim 53, which is fitted in a twist-fast manner onthe output shaft 28.

An axial stop 54, mounted on the planetary wheel carrier 20, is arrangedto abut against the ring gear 22, which axial stop 54 prevents the ringgear 22 from being shifted axially. The axial stop 54 may consist of adisc-shaped plate, which by means of a first axial bearing 56 is mountedon the planetary wheel carrier 20. The axial stop 54 is rotatable inrelation to the planetary wheel carrier 20 and the input shaft 16, andfollows the rotation of the ring gear 22. The axial stop 54 entails thatthe ring gear 22 is fixed axially, and that the gearbox's 2 axialbearing of the input shaft 16 is subjected to less stress, when thecogwheels 18, 22, 24 are equipped with oblique teeth. A second axialbearing 57 may be arranged between the shaft 38 of the sun wheel 18 andthe planetary wheel carrier 20, in order to absorb axial forces arisingin the sun wheel 18.

The gearbox's 2 low gear is obtained by way of axial shifting of thefirst coupling sleeve 40, in order to disconnect the planetary wheelcarrier 20 from the input shaft 16, at the same time as, or in closeconnection with, shifting of the second coupling sleeve 42, so that thering gear 22 is connected to the gearbox house 12. The axial shift ofthe first, the second and the third coupling sleeves 40, 42, 43 isachieved with a first, a second and a third shift fork 58, 60, 61,arranged in a circumferential grooves 62 on the outside of therespective coupling sleeves 40, 42, 43. The first shift fork 58 isimpacted by a first power element 64, and the second shift fork 60 isimpacted by a second power element 66, and the third shift fork isimpacted by a third power element 67. The first, second and third powerelements 64, 66, 67 may consist of a pneumatic or a hydraulic cylinder.The shift forks 58, 60, 61 and the power elements 64, 66, 67 areschematically drawn in FIG. 2.

Preferably, the respective sleeves 40, 42, 43 have a small mass, whichentails that low energy and power is spent in moving the respectivesleeves 40, 42, 43 when shifting gears. Thus, a quick shifting may becarried out between the different gear positions in the gearbox 2 duringa short time.

FIG. 3 shows a schematic section view of the gearbox 2 according to theinvention, in the second gear position or the high range position, inwhich the first coupling sleeve 40 has been shifted to the right in FIG.3, in order to connect the input shaft 16 with the planetary wheelcarrier 20. The second coupling sleeve 42 has been shifted to the rightin FIG. 3, in order to disconnect the ring gear 22 from the gearboxhouse 12. In the high range position the second coupling sleeve 42 willbe connected only with the gearbox house 12, which means that the secondcoupling sleeve 42 comes to a standstill, and will not impact inertiaforces at the rotation of the ring gear 22. Torque transmission from theinput shaft 16 to the output shaft 28 takes place in the high rangeposition, via the input shaft 16 and the planetary wheel carrier 20, andfurther to the output shaft 28 via the third coupling sleeve 43, so thatthe gearing ratio through the planetary gear 14 becomes 1:1.

The gearbox 2 according to the invention functions as follows inconnection with shifting from the first to the second gear position,that is to say from the low range position to the high range position,and will be described in connection with FIGS. 2 and 3. In FIG. 2, thegearbox 2 has been shifted to the low range position, which means thatthe first coupling sleeve 40 has been moved to a position thatdisconnects the input shaft 16 from the planetary wheel carrier 20. Thefirst coupling sleeve 40 will not impact the mass inertia forces of themain gearbox 6 when the input shaft 16 rotates. The second couplingsleeve 42 has been moved to a position that connects the ring gear 22with the gearbox house 12. Thus, the gearbox 2 operates in the low rangeposition, at which a down-shift occurs through the planetary gear 14.The shifting process from the low range position to the high rangeposition occurs by way of disconnection of the second coupling sleeve 42from the first ring gear 22, when torque transmission between the ringgear 22 and the gearbox house 12 ceases, which is achieved throughdisconnection of the combustion engine 4 from the main gearbox 6, via aclutch 68 arranged in between. Alternatively, the combustion engine 4 iscontrolled in such a way that torque balance between the ring gear 22and the gearbox house 12 is generated. When the second coupling sleeve42 no longer transmits any torque, the axial shift of the secondcoupling sleeve 42 is facilitated. Simultaneously, or after apredetermined time period, the first coupling sleeve 40 must be shiftedby the first shift fork 58, in order to connect the planetary wheelcarrier 20 with the input shaft 16. This is achieved by controlling thecombustion engine 4, in such a way that the input shaft 16 rotates at arotational speed adapted to the planetary wheel carrier's 20 rotationalspeed. When the input shaft 16 and the planetary wheel carrier 20 rotatewith the same speed, the first coupling sleeve 40 may engage with thefirst splines 44, adapted on the input shaft 16. Accordingly, thegearbox 2 operates in the high range position.

In order to shift to a low range position, the first sleeve 40 must beshifted by the first shift fork 58, to the left in FIG. 3, in order todisconnect the planetary wheel carrier 20 from the input shaft 16. Thisis facilitated by ceasing the torque transmission between the inputshaft 16 and the planetary wheel carrier 20, which is achieved by way ofdisconnecting the combustion engine 4 from the main gearbox 6, via theclutch 68. Alternatively, the combustion engine 4 is controlled in sucha way that torque balance between the input shaft 16 and the planetarywheel carrier 20 is generated. When the first coupling sleeve 40 nolonger transmits any torque, the axial shift of the first couplingsleeve 40 is facilitated. At the same time, or after a predeterminedtime period, the second sleeve 42 must be shifted by the second shiftfork 60 in a direction towards the ring gear 22, in order to connect thering gear 22 with the gearbox house 12. Since the second coupling sleeve42 is at a standstill, the ring gear 22 must be brought to a standstillposition before the connection between the second coupling sleeve 42 andthe ring gear 22 occurs. This is achieved by controlling the combustionengine 4 in such a way that the input shaft 16 rotates at a speed whichis adapted to the rotational speeds of the planetary wheel carrier 20and the planetary wheel 24, entailing that the ring gear 22 will remainat a standstill. When the ring gear 22 is at a standstill, the secondcoupling sleeve 42 may engage with the second splines 50, adapted on thering gear 22. Thus, the gearbox 2 operates in the low range position, atwhich a down-shift occurs via the gearbox 2.

FIG. 4 shows how the gearbox has been shifted to the third gearposition, that is to say to the reverse gear. The third axiallyshiftable coupling sleeve 43 is arranged, in the third gear position, toconnect the ring gear 22 with the output shaft 28. Thus, the thirdcoupling sleeve 43 has been shifted with the assistance of the thirdshift fork 61, so that the ring gear 22 has been connected with theoutput shaft 28. The first coupling sleeve 40 has been shifted with theassistance of the first shift fork 58, so that the input shaft 16 hasbeen disconnected from the planetary wheel carrier 20. The secondcoupling sleeve 42 has been shifted with the assistance of the secondshift fork 60 to connect the planetary wheel carrier 20 with the gearboxhouse 12. The shift of the respective coupling sleeves 40, 42, 43 iscarried out when the input and the output shafts 16, 28 are at astandstill, which corresponds to a stationary operating state in avehicle 1, when the gearbox is comprised in the transmission 3 of thevehicle 1. In order to achieve a stationary state of the input shaft 16,the clutch 68 of the vehicle 1 has been moved from a disconnectedposition. When the gearbox 2 is operated in the third gear position,torque is transmitted from the input shaft 16 to the sun wheel 18, andfurther to the planetary wheels 24, which transmit torque to the ringgear 22 and further to the output shaft 28, via the third couplingsleeve 43. The planetary wheel carrier 20 is at a standstill, since thesecond coupling sleeve 42 connects the planetary wheel carrier 20 withthe gearbox house 12.

FIG. 5 shows how the gearbox according to the invention may be moved toa parking position, by shifting the second coupling sleeve 42 to a statewhere the planetary wheel carrier 20 is connected with the gearbox hose12, at the same time as, or in close connection with, the third couplingsleeve 43 being shifted to a state where the planetary wheel carrier 20is connected with the output shaft 28. The first coupling sleeve 40 isshifted to a state that disconnects the planetary wheel carrier 20 fromthe input shaft 16. Accordingly, the output shaft 28 will be preventedfrom rotating, at the same time as the input shaft 16 may rotate in aneutral state.

An electronic control device 70 is connected to the gearbox 2, the maingearbox 6, the combustion engine 4 and the clutch 68, in order to carryout the gear steps above. Preferably, a number of non-displayed speedsensors in the gearbox 2, the main gearbox 6 and the combustion engine 4may be connected to the control device. Another computer 72 may also beconnected to the control device 70. The control device 70 may be acomputer with software suitable for this purpose. The control device 70and/or the computer 72 comprise a computer program P, which may compriseprocedures to control the gearbox 2 according to the present invention.The program P may be stored in an executable manner, or in a compressedmanner, in a memory M and/or a read/write memory R. Preferably, acomputer program product is provided, comprising program code stored ina medium readable by a computer, in order to perform the gear stepsspecified above, when said program code is executed in the controldevice 70, or in another computer 72, connected to the control device70. Said program code may be stored in a non-volatile manner on saidcomputer-readable medium.

The above described gearbox 2 is advantageous from a manufacturing andassembly point of view, since the required processing of component partsis simple, and the number of component parts small. The design is such,that the need for space in an axial as well as in a radial direction issmall. The described gearbox 2 may also be used in other contexts thanthose described above. Thus, it is possible to use it for e.g. hydraulicautomatic gearboxes, where several gearboxes with planetary gears areconnected with each other.

The components and features specified above may, within the framework ofthe invention, be combined between different embodiments specified.

1. A gearbox for a vehicle, comprising: a planetary gear with a ringgear; a sun wheel; a planetary wheel carrier, on which at least oneplanetary wheel is mounted in a rotatable manner, which ring gear andsun wheel engage with the at least one planetary wheel through teeth; afirst axially shiftable coupling sleeve, which is arranged to disconnectan input shaft to the gearbox from the planetary wheel carrier in thefirst gear position, and to connect the input shaft with the planetarywheel carrier in the second gear position; a second axially shiftablecoupling sleeve, which is arranged to connect a gearbox house around theplanetary gearbox with the ring gear in the first gear position, and todisconnect the gearbox house from the ring gear in the second gearposition; and a third axially shiftable coupling sleeve, which isarranged to connect the ring gear with an output shaft in a third gearposition, so that the second axially shiftable coupling sleeve isarranged to connect the planetary wheel carrier with the gearbox house,in the third gear position.
 2. A gearbox according to claim 1, whereinthe third axially shiftable coupling sleeve is arranged to connect theplanetary wheel carrier with the output shaft in the first and secondgear position.
 3. A gearbox according to claim 1, wherein an axial stop,mounted on the planetary wheel carrier, abuts against and is connectedwith the ring gear, which axial stop prevents the ring gear fromshifting axially.
 4. A gearbox according claim 1, wherein the secondaxially shiftable coupling sleeve in the second gear position isconnected only with the gearbox house.
 5. A gearbox according claim 1,wherein the input shaft is connected with the sun wheel.
 6. A gearboxaccording claim 1, wherein the input shaft is connected with the sunwheel via a splines joint, which has an axial extension, allowing for anangular shift between the input shaft and the shaft of the sun wheel. 7.A gearbox according claim 1, wherein the second coupling sleeve isarranged to connect the planetary wheel carrier with the gearbox housein a parking position, wherein the third coupling sleeve is arranged toconnect the planetary wheel carrier with the output shaft in the parkingposition.
 8. A gearbox according claim 1, wherein the first axiallyshiftable coupling sleeve is equipped with first splines on an innersurface, which splines are arranged to interact with corresponding firstsplines, arranged on the input shaft and the planetary wheel carrier. 9.A gearbox according claim 1, wherein the second axially shiftablecoupling sleeve is equipped with second splines on an inner surface,which splines are arranged to interact with corresponding secondsplines, arranged on the ring gear and on the gearbox house.
 10. Agearbox according claim 1, wherein the third axially shiftable couplingsleeve is equipped with third splines on an inner surface, which splinesare arranged to interact with corresponding third splines, arranged onthe ring gear, the planetary wheel carrier and the output shaft.
 11. Agearbox according to claim 9, wherein the number of first splines on thefirst axially shiftable coupling sleeve and on the input shaft exceedsthe number of teeth on the ring gear.
 12. A gearbox according claim 1,wherein the teeth of the ring gear, the sun wheel and the at least oneplanetary wheel are adapted as oblique teeth and extend at an angle inrelation to the rotational axis of the planetary gear.
 13. A gearboxaccording claim 1, wherein the gearbox is a range gearbox, and in thatthe input shaft is connected to a main gearbox.
 14. A vehicle comprisinga gearbox, wherein said gearbox comprises: a planetary gear with a ringgear; a sun wheel; a planetary wheel carrier, on which at least oneplanetary wheel is mounted in a rotatable manner, which ring gear andsun wheel engage with the at least one planetary wheel through teeth: afirst axially shiftable coupling sleeve, which is arranged to disconnectan input shaft to the gearbox from the planetary wheel carrier in thefirst gear position, and to connect the input shaft with the planetarywheel carrier in the second gear position; a second axially shiftablecoupling sleeve, which is arranged to connect a gearbox house around theplanetary gearbox with the ring gear in the first gear position, and todisconnect the gearbox house from the ring gear in the second gearposition; and a third axially shiftable coupling sleeve, which isarranged to connect the ring gear with an output shaft in a third gearposition, so that the second axially shiftable coupling sleeve isarranged to connect the planetary wheel carrier with the gearbox housein the third gear position.
 15. A vehicle according to claim 14, whereinthe third axially shiftable coupling sleeve of the gearbox is arrangedto connect the planetary wheel carrier with the output shaft in thefirst and second gear position.
 16. A vehicle according to claim 14,wherein an axial stop, mounted on the planetary wheel carrier, abutsagainst and is connected with the ring gear, which axial stop preventsthe ring gear from shifting axially.
 17. A vehicle according claim 14,wherein the second axially shiftable coupling sleeve of the gearbox inthe second gear position is connected only with the gearbox house.
 18. Avehicle according claim 14, wherein the input shaft is connected withthe sun wheel.
 19. A vehicle according claim 14, wherein the input shaftis connected with the sun wheel via a splines joint, which has an axialextension, allowing for an angular shift between the input shaft and theshaft of the sun wheel.
 20. A vehicle according claim 14, wherein thesecond coupling sleeve of the gearbox is arranged to connect theplanetary wheel carrier with the gearbox house in a parking position,wherein the third coupling sleeve is arranged to connect the planetarywheel carrier with the output shaft in the parking position.